Safety mechanism for railway-trains.



PATBNTED OGT- 29. 1907.

J. DoYLB. .SAFETY MBGHANISM Fon RAILWAY TRAINS.

A APPLICATION FILED KAY 22. 1808..

` 6 SHEETS-SHEET 1.

MTBNTBDOCT. 29.V 1907.

. JQ, DOYLE. SAFETY MECHANISM FOR RAILWAY TRAINS. Y

LPPLIUATIDN FILED KAY 22, 1906.

s Huw-snm 2.

Y N o. 869,557. PATENTED OCT. 29. 1907.

'J'. DOYLB. SAFETY MBGHANISM POR RAILWAY TRATNS.

APPLIQATION FILED HAY 22. 1906.

Wiz-:ressens s Zu.;

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N0'.ae9,55v. PATENTED ocfr. s. 19o?. i

- J. DoYLB.

' SAFETY MECHANISM POR RAILWAY TRAINS.

AAmmonium FILED In 22. 190e.

6 SHEETS-SHEET 4.

' No. 869,557. PTENTED 08T. 29. 19H7.

nous.

SAFETY MBCHANISM Foa. RAILWAY TRAINS.

APPLIGATION FILED MAY 22. SCG I ESHEETS-SHEETE- x ,111i A PA'IENTED OCT. 29, 1997.

J. DOYLE. A l SAFETY MBGHANISM POR RAILWAY TRAINS.

APPLICATION FILED HAY 22.11906.

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f Y' fwn/11111.

esses' JAMES DOYLE, OI" NIAGARA FALL-5', Nl;`,\\' Ytlltli.

SAFETY MECHANISM FOR RAILWAY-TRAINS.

Specification of Letters Patent.

Patented Oct. 29A, 1907.

Application Eieri Bay 22. 1906. Serixl o. 318.157.

To all who/li il may concern:

Be it knowr. that I, JAMES Donn, a citi-mz. ot' tht United States, and residing at Niagara Falls, in thc county of Niagara and State of New York. have invented a new and useful Imprm ement in Safety )lechaiiisni for Railway-Trains, of which the following i.: a specilication.

The Object of this invention is to provide improved and ellicient means whereby the propelling mechanism of a locomotive or train is automatically arrested and :in audible signal is given when the train passes a semaphore set at danger position and whereby an audilile and visual signal is given in case the tnzin pam-s a semaphore set at caution position.

In the accompanying drawings consisting oi six sheets: Figure .1 is a diagrammatic view showing the main parte oi' my improved locomotive controlling and signaling mechanism. Fig. 2 is a fragmentary .-'ec tional elevation showing the tripping ile-:icc :oid adjacent parts ol' the emergency apparatus. Fig. 3 is a vertical cross section of the saine, on an enlarged scale, in 'ine 3-3, Fig. 2. Fig. 4 is another fragmentary scetional elevation showing the throttle valve, sander and whistle opemlingllevices oi the emergency apparatus. Fig. 5 is a top plan view ot the saine. Fig. t3 is a cross section in ne G-ti, Fig. 5. Fig. 7 is a vertical transverse section of the emergency semaphore and the mechl anisin whereby the stime coperates with the emergency apparatus of the locomotive. Fig. S is a vertical section in line 8-8, Fig. 7. Fig. 9 is i fragmentary horizontal section in line 9 9, Fig. 8. Fig. Il) is a lntgmentary longitudinal sectional elevation showing the tripping device and adjacent parts of the cautionary I\pparat.u:i. Fig. l1 is asectional view showing the construction of the uilvcs which control the pressure medini'i l'or resetting the emergency and cautionary apparatns. Fig. l2 is a vertical tiansverse section ol' the cautionary semaphore and the mechanism whereby the name ctkpemt with the cautionary app-.tratas oi the locomotive. Fig. 13 isa. ver-ical section in line l |3, Fig. l?. Fig. I4 is a fragmentary horizontal section iu line l4-l4 Fig. l2. Fig. l5 is a sectional view of th(l check va'ive whereby the comprdssed air is permitted to pass from the usual train pipe lo soun-parts ol' the controlling and signaling mechanism. Fig. lG is a sectional view ol' the cut ent valve wlierohy thc aulonialic wntrolling and signaling mechanism is separated from the ordinary brake mc hauism ot the lm-omolive. Fig. 7 isa horizontal sectiiin in line 27 |7, Fig. lt. Fig. I8 is a it rineiitary view showing a inmllication oi part. o the mechanism or tailoring the main emergency and cautionary valves. Fig. tJ is a fragmentary view admiring the manner of applying part ol' my invention lo electrically propelled trains.

Similar letteni of reference indicate corrtsponding parte thmugliimt the. several views.

represents the wheeled running gear or truck oi the locomotive er other par'. connected with the same such as thtI `tender, which maybe of anysnitabie comtrnction and upon which par'. o1- :ny improved controlling and signaling mechanism is mounted. tn one si-leoi this truck, preferably the right. are mounted two trip arms U t.' one of which l1 is connected with the emergency or propulsion controlling mechanism and the other, t)

with the cautionary or signaling mechanism so that. either ot' there mechanisms is operated when the respective trip arm is moved out ol' its intimal position. As shown in Fig. 7 these trip arms are arranged vcrtically and transversely side by side eine-.gency trip arm 1L being on thc outer side and ttz-- cautionary trip arm t on thc iinicr `sidt '.ind extending willi its lower end between 'the corresponding eii-l o: the emergency trip arm. Thi-sc trip arms are pivotall suplwi'tcd at. their upper ends and connected with their i't-spcctize controlling mcchanisms whihtht-ir lower ca .ls are adapted to engage with two trip leus or tappcts l), li. ily lieveling the trip :ums the sani;` .strike thc trip built with a glancing blow1 thereby causing thtl arms to be shifted gradually and avoiding undue .Jear and shock oi the parts conm-ted with said arios. The trip bars are arranged adjacent to tlnroad bed oll the locomotive, prciemlihv adjawt-nt to cach other and tach hai' is mov'- ablc horizontally into and ont o1' thc path of the trip arm with which it is intcnilcd to coprmlc. 'l`hc cai1- tion-.try trip li-.ir ll is ol' .such length and armngcd snilicicnlly lowcr than thc cincrgcmy trip bur Il so that when the samt: is |.rojcctcd into operative position it will cl' '.ir the emergency trip arm and engage only with the cautionary tiip arm whilc the cincrgcncy trip liar is shorter than thiI muti-nary trip bar so [fmt when it is projet-tivo it will only engagiwilh the emergency trip arm.

Any snitahlc means may be provided [or operating the emergency trip hai' but l prefer those shown in Figs. 7 l o1' lLne dra-ings which are construciwl as follows: d represents n housing which im htsesthe emergency trip bar and which has :in opening il in its iront side through which the trout end of the eioergent-y trip lun' moves` into and out ol' the path of the emergency trip arm. \\'ithin the housing the einergency trip liar is supported hy a'vortically swinging linl-z pivoted horizontally ol. the bottoni ot' tht.l housing while its upper end is pivotcd to the emergency trip liar near the iront end thereof. At it: rear end the emergency trip liar is connected with thc lower arm 1" ol' au elbow lever the upper unit d' ot which ia connected by a rod fwitl: the licel f' o. :i danger The latter is pivoted to swing vertically ou the appt-r end of the hollow coluum or post f-A wtiich rises from the housing :land through which the rod The construction and open-Lion of semaphore I".

aoouuw thin mechanism connecting the dunner somnphorft ttlttl tlm emergency trip har is such thnl whilo the dnnlill' sonmphore is in its depending suit-ty pottit ion tht? tttlltrgonny trip hnr is retracted within thc homting hut whon this scnmphore is elevated into its horizontnl damit!" indicationr position, the emergencyv trip iwf will l'O projected .into the path oi thc emergency trip MHH tt" the locmnotive. As shown in Fig. 7, tho daottff ttmll photo und emergency trip bar in shil'tcd hy tncitiltt Uf tt hiind ievcrf connected with the rod f hot l tlffrll'ttl the sume may he shifted from an operatorft oilt ltcnted atY a diet-.nice from the semnphore hy nny :tuitnhle intermediate meclmnism'or hy nttaclnncot to MLV semaphore system. 'lhc` semaphorel is pftfivftllll' counter balanced hyn vrt-ight f 4 arranged on the nllm' arm Il' oi the elhow lever. Whilo the ctncrtu'ot'y tt'lll bar is in its retracted position the opcniin.I ln tht: front end of the housing is closed hy u igrnvitpy dootf" Wltitl is pivoted at its opper end to tho housing nhov: Huid opening, as shown.

lt is dosimhle for the operati whether the danger semaphore und tho ports t'o therewith have heen properly shifted into oll INH- tion or :mother und for this purpose intiicntittk INU-lll are provided which are constructed ns lollov'ttl- (i. G represent two electric hell or nintilnr lnllit'tltor which are included in separate clot-tric circuit which comprise batteries y and insulated electric tl'fmiltttltt or contacts g g, y y within tho honsinib, The 10rminals ofthe two indicators nre urmngcd on opporiltt sides of the iront supporting link or any otltl'f ltlll "l the trip hm' or elbow lever that muy ho elected und the lutter is provided with a hur orhridco (1* ot tnntnl which is adapted to connect either pair o! ttfltnilwltt g, g or the pair y'', q2 upon moving the emergency trip bnr into either of its extremo ponitiontt, uhet'chy either one or the other indicator ti, to the operator at the otlcc,

The cautionary tripper har is II and movable into und out ot' its opcnu through un opening in the iront thereof ultitll itt normally closed hy u door h. lhe iront end o( the cnutionury trip har is supported hy n verticnllg. swinging link h which connects the sume with thc tup of the housing and its renr end is connected with the lower arm h? of un elhow levcr which hun its tippt-f urllt lt connected hy a rod h with the hcol i o n cltliotttll'y, semaphore I. 'lhc latter is pivotcd on n hollow post i* which rises from tho housing ll nm the rnd h* pauses. 'lho cruitionat'y mnnnphurt: in connter balanced hy a weight 1' on the u nper nrm It of Ille elbow und is shift ed into one posit lon or thc ot hor oit hcr 'by u hund lever i" connected with the roll It ol' from I. distant oporutors ollice h5' moans ot intermediate mechanism or hy :uno-hing it to nny monphoro tystem in use.

when the caution-.try oinaphoro tionary trip har is reino-ted into nu inopofttvo position and when it. is np the cautionury trip har is pro. .jccted into its operative lmvitinn. fhc opt-rotor is notified un to the position ot tho cnutiormy ftlttlttllot Mill its trip intr hy mount-t o tufo clot'trh lloiitt or Hituilu signals JJ arrungcul in 'elect ric circa it lmvitn: hut wie J' Mld pairs ot insulated coutnco j', j f2, j ur- 'nmged on opposite sides nt the link `h or on :any px'trt oi tr in the oiiiclf lo know nnectcd nrrungod in n housimrg ivo poititior is down tho cnnti give# il wignnl i l through which l tho trip Inn' nr lever working.Y the sume that may he Hulot-ted, nntl un insulated xnctal haz'j arranged on said '.lnl; nnd tol-opted lo connect either ot' said pairs o contnts upon heini: turned to the limit in either direction hy t'nc cn'ntionnry trip hur with which the sinne is connected.

'lhc propulsion controlling mcchan'm of which thc cmcrgcncy trip :mns formsl u'purt is ltr-st shown in ligs. l-ti nud conslructcd :1s iollows.-l\' rcprcscnts thc trnin linc or pipc oi thc nir hmkc mech-.mism of thc train, k thc main :tir rcscrvor which rt ccivcs thtcom- :tir troni thc usual niinpump of thc bnxkc system nml stort-S thc sumo, and l; the cnginct-r'a` valve whcrchy tht` uit' in the train pipo and connecting pusnngcn nitty hc pcrmiltcd to csr-npc for rcdtlcing thc prt ssurtund applying: the hrlkcs in :t wcll known munncr. l, l, I rtprtscnt the dili'crcnt sections o :1 hmnch nir blow-oil pipe which connect:` with thc main Iruin 'pipo ttnd contatinsu. nmin or cmcrtbt ncy vulvc )l ln-.twtcn tht sct'tions l, l3 which is opened during thc normal opt-ration ot' thc inechanhm, pcrmit: thc air in thc train pipc und connecting1 pztasngcs to escapiund cnuscs the hrztlus lo he applied in thc saine mmtnci' ns wht-n tht` cnginccrs valve kl is opened. 'l'hc muin vnlvc M of thc cincrgcncy hruke loculi-mism may ho variously constrnctcd hut it prcfcr-.xhly consists ut' an upright. cylindrical cnsc or body lm connects-d on opposite .--ilt.-l with thc pipo sections l', l, :t valve rod or rttcm `lo sliding.; vcrtically through th Y case m, and a sliding guttot' stoppt-r lo sci-nrt tl to vail rod within thc vnlvc cast' und opcntting to opcn or close thc outlet hort ot raid coso.' lhc lowcr cnd ot' thtvalve rod is providcd with head m3 having an nndcrcut or T shupcd groove in its nndcr sidc which rcc ivcs thc corprcssctl l rrpondintrhv slmpcd odge-s of u com iI opcrating,Y parl: ot' tho cum und vaivc rod are intorlockcd. 'lhc vulvc cam )I is urntngcd on thc sidc of a I disk or whtcl u which is rigidly `Qccnrcd to u horizontal tt'nnsvcrsc axlc or shnft uf l'pon turning ijndisk in dirct'ton or thc othcr, thc cum .no gntc or `stoppcroi thc main vulvc .\l. A `Vith ontrnd oi thc rlnlt't ynl thc uppt-r ond of tlu cmcrgcntgv trip :wm is conm t'lcd so tlmt thc di-k nulli-ain arc contpcllcd to movt' huclnv-.trd togcthcr with said trip :trm -witcn ,urikrn thtt-ml igt nc) trip ha. hut wln'n thc cmcrgcncv trip crm tnovcs hackwardly with thc 1min this arm is 'shiitcd without ct'iccting tlndisk :md corn upon cngnging thc cnn-rgcncvtrip lmr.

with thc cunt und d'wk consists in hanginu l'` trip arm nrtn looscly at its uppcrcnd on said AShaft 1i' lwrmittcd fo movtl forwardly indt-pt-ntlcnt of tlttcnln shnft, thcrchy pxcvcnting di armnging or hrcakin" ot' hut' ist A#truckv hy tho companion trip :um tlm-in thtl intckwnrd movcmcnt. oi tho tmin.

Whcn thcilangcr scnmphorc i .st-t and thc rincon-nt v trip hat' :s projcctcd thc lutter is cngagml hv the cnn-il gt'ltt'y trip urlu on tinttrtin, whcwhv tioluttcris turno-d 130 lattcr hot `nid trip arm is' when-hy thc. co- 100 opens or Plow.`x 105 thc lattcr during itslotward movl-mont with thc tian il() 'lho prcit trcd nit-:ots for conncctinf.: thc cntcrgcm-v 11;,

backwardly and the cam N opens the main valve, thereby applying the brakes.

ln order to regulate the escape of the air from the train pipe in accordance with the load ot' the train or other conditions when the main valve M is open a hand regulated valve n3 is arranged at the end of the branch -pipe section la as shown in Fig. l. This regulating valve is soconstructed that when screwed down as far -as possible-it will leave an opening sucient to make l0 service application of brakes and may he opened .to emergency position to suit requirements of train to be hauled, valve discharge may be set from service application to emergency application at will oi engineer.

For the purpose of holding the trip arm B rigid so t thatsnows alongside of track'will not operata `said trip arm and also to prevent theemergency trip arm B from being.- thrown violently beyondit-s movable extreme position and disarrariging or injuring parts when this arm'strikesthe emergency trip bar, a retarding device is provided comprising a brake band o applied tothe periphery of the disk n and secured at one end to a fixed part o i the truck, abrakc lever o1 having one of its arms connected with the other end oi the brake band, a pis- 1:on.o2.conn cted by a rod with the other arm of the zubrske lever, a cylinder o3 containing the piston o2, land s pipe o4 connecting the' working end of the cylinder owith thebranch -pipe section l2 and containing a hand valve o5. The compressed airin the branch pipeV is conducted by the'pipe o into the cylinder o"v causing .the piston therein to he moved in the direction for tum: ing'.thebrake lever so as to tighten the band o on the i disk,` thereby irictionally retarding the rotation of the emeigenoytrip arm B. The upward or effective movement-of -the piston o2 is limited by'a stop ol5 at the uppel-'end of the cylinder ',o. Thepiston o2 is always vheid-againstthe stop ox5 when the valve oB is open and its -elect on .the brake band is regulated' by means of anradjusting-nut o bearing against the lever o and workiugrorraecrew threaded extension o of the rod 401e which connects with .the piston o2. After the brake mechanism and the other parte controlling the propullionof the train have been applied themain valve M 'l Vxnayzbe again closed and the emergency trip arm B restored to-its normal depending position by any suit- :able ineens-but preferably by a restoring arm o con- -n'eoted with the cam shaft nl', avpistou o7 connected by s rod o with the-restoring arm, a restoring cylinder i ocontsining -thepiston-c", and a pipe 0 connectingth'e end of the cylinder o8 with the main rcspcrvoisxKandcontaining a valve om, as shown in Figs. 11nd 2.. The. rotary plug ou of this valve has a I um N and trip arm Bwhe'n actuatedby engage- (mt of tliclxtter with the emergency trip bar. Y

In addition to applying thc ordinary brake mechanismn case the danger signal is set against the train, means are provided for shuttingpff the steam supply to' #i the engine cylinder, delivering sand on thc track to avoid slippage of the wheels and insure prompt action of the brakes and sounding s signal whistle. The means for accomplishing the last mentioned purposes are constructed as follows P represents the boiler of thc locomotive, pthc lever of the throt tlc valve which controls thc supply oi steam 'to the engine o the locomotive, p thc main steam signal whistle which is connected with thc boiler by the usual pipe p2 containing a valve p", p3 thesand hopper having its outlet provided with thc delivery pipes p* leading to the rails adjacent to the 'driving whcels,' p5 the sand valve which controls the outlet oit-he sand hopper and p*s a rock shaft provided with a crank p7 which connects with said sand valve.

Q represents thc cylinder of an air motor whereby tl c throttle valve, main signal wh istie and sander arc oper ated, q its piston, ql a reciprocating yoke connected at its `front end with the rod q2 of said piston, q3 a hand shifting lever projecting through a slot q in thc rear part oisaid yoke, `Q a link connecting the shifting lever, g3 with the throttle lever p, qa spring pressed locking pawl or bolt mounted on the'hand lever and engaging with a toothed segment q, q7 an automatic releasing lever pivoted on the hand lever q3 and having one of its arms arranged within the slot q in rear of the land lc vor q" while its opposite arm is connected with said locking bolt by a rod Q2 and Q3 a hand releasing lever pivotcd on the operating lever-q3 and also connected with the rod Qi oi the loc-ling bolt qi.

R represents a rock lever laving one of its arms connected by a rod r with an arm rl on the plug of tlc main `Whistle while its other arm is connected with the piston rod q2. 12 is a rock shaft carrying the rock lover t and having an arm 1-q which is connected by a rod r with an arm T5 on the sanderrock shaft. Tl e relative arrangc- 'loof sander. The slet qo te yoke is of such lengt?. tf at when the piston 'q is in its retracted or inoperative position lthe lever q3 is free to be moved forward for closing the. throttle by handl independent of the automatic closing mechanism. Y

S represents the main chamber of a tri plc valve mcchanism such as is commonly employed in air brake systems, s a. pipe connecting the imnt or lower end of said chamber with section of the branch pipe, s an auxiliary air reservoir connected wi th the upper or front end ofthe chamber S, s2 a pipe connecting the working or iront end o the cylinder Q with a port s at the upperar rear endv of the triple valve. a* a piston arranged iii the lower front part of th etripe valve chamber-'and having a leakage. groove ss in im periphery ands a valve nrran'ged in the upper rear par! of the triple valve clnml ber and controlling the port s3 and connected with tl .'c piston s. The compressed nir cnteringthe lower end of the valve dumber S raises the pistou a and the valve 5 connected therewith so tht the portis is closed. v At the sama time air passes slowly'irom the iront .to tlierear end of the chamber S through the leakage groove ss in the piston s and enters the auxiliary :reservoir al until the same is filled. The instant the pressure in the branch pipes I. I and connecting passages is reduced below that in the auxiliary`rescrvoir by reason of the opening of the emergency valve M -llie prepondmnting 5 premuto of tle air in thc auxiliary reservoir depressi-s the piston s together with thc valve s connected th'urewith and opcns the port s3 m that the ainfrom tl; c auxiliary reservoir passes through the pipe s2 into t'c e cylinder Q and pusl-rs the piston q in the direction for closing l0 the steam tlurottl'el valve, main steam whistle and Snider.

TT represents a check valve arranged in tlic brauch train pipo adjacent to the main train pipo and constnicted to permit tire air to move from diemaiu train la pipe to t-iic bram-l1 train pipe but preventing a revoisc l movement of the air. By this means the airis preventcd from boing exhausted from tiro automat-ic brake operating mvciranism when the preure in the main train pipo is lowered by opening the engineers valve for applyiug tie brakes by Land. A supplemental air reservoir t is preferably arranged in the branch train pipo between the chock valve T and the tripie valve for storing ample air and retaining the pipes oi the automatic brake Int-chanism snflicicntly filled to cause the same i to operato promptly.

The automatic brake applying mechanism is intended to stop the train in case the engineer overlooks or ignores the danger semaphore set against him. It frequently is necessary however to take a. train deliberately a short distance beyond the danger semaphore and at such times it would he undesirable to permit the brakes and connecting parts to be.applied. ln order to' prevent the application o the automatic braking and signaling mechanism from operating under these conditions a cut-out valve U is placed in the branch train pipe between the supplemental reservoir and thc main valvel M. This valve may be variously constructed but preferably has a rotary plug u having one port u,l which is adapted to open or close the air 40 passage between the sections o the branch air pipe' which connect with the case of this valve and another port 'u2 which is adapted to open or close communication lbetween an air pipe u:i loading to the main air reservoir and an air whistle u, as shown in Figs. 1, 1G and 17. Upon turning the cut-out valve into the position shown in Fig. 17 thc air passage through tho branch train pipe is open and the bmke mechanism is in condition to work automatically but when the cut-nut valve is moved in the position indicated in Fig. 16, the air passage through the branch tmin pipe is intorruptcd so that the brake mechanism will not be applied auimuatically but tho comprvssed air from the main reservoir is now connected with thil whistle u* and blows the same. The latter continues to blow in :his utanncr during the ontiro time that the cut-out valve isi'gurncd to rondtr the automatic brake' mcchanism iimperative, :herr-by notifying the engineer 'to restore the brake muclmnism so that it willoimmt'e automatically after the emergency trip ann of thstmin has passed the einorgimey.,trip bar of tho danger semaphare.

`In* order to enable the railway suporintendent to 'discover how often an engineer has passed the danger.

semaphore whcn ect against his train, means aro provided for determining the same which preferably consist oi s. register V of any suitable ,construction having an actuating arm or member V, an elbow lever arranged adjacent to the rod m of the main emergency valve )i and having a slot t in one ot' its arms which receives a pin v2 on the valve rod m1 while its other 70 arm is connected by a rod `11"" with the actuating arm v of the register V. The slot t is so formed that during the first part of the upward movement of the rod ml the elbow lever will be turned sufficiently to ad- Vance theregister V one 'space and then the further 75 movement of the rod on the register is ineective.

At the end of the return stroke of the valve rod ml the register arm v is again moved backwardly ready to begin its next iorwardstroke.. An auxiliary registering mechanismis also provided which shows how often the engineer has del'berately cut-out the automatic brake applying and signaling mechanism. This auxiliary registering' mechanism consists of a. register or recorder V2 oi any suitable construction preferably mounted on the case of the cut out valve U and havingan actuating arm or member v3 which is connected. with the handle v* whereby the plug of said valve is rotated, as shown in Figs 1l and 16.

Every time the cut-out valve is closed the auxiliary register is advanced one space or point on its dial, the number indicated on the auxiliary register being deducted rom the total registration on the main register V in order to determine the number of times the engineer has been negligent and run his train past a. danger semaphore when the same was set againstrhim.

The cautionary-signaling mechanism which is opv: erated by the cautionary trip arm when the latter is Vshifted by engagement with the projected cautionary trip bar is constructed as follows: W Figs. l and 10 represents a gong, bell or similar audible signal or alarm '100 and Wl a lamp or other visual signal or indicator which are arranged in any suitable place but preferably adjacent to each other in the cabof the locomotives.

The bell is provided with an actuating lever or member w and the-globe 'w o the lamp is of green color 105 and normally covered by a hood 'wz of non-transparent material such as iron. w, w* represent the cylinder and piston of a motor whereby the audible and visual signals W Wl are operatd. The lower working cud of thc cylinder w is connected by pipes 'w6 fu.3 with the 110 main air reservoir. w is a piston rod connected at one end with the piston w while its opposite ond is connected with the hood :wz and operatively engages the actuating lover 'w of the bell. The piston w* and rod w are yieldingly held in a 'depressed position 115 whcn the supply pipe ws is closed by a spring w" surrounding tlie rod'w between the piston and the upper head of the cylinder w". In this position of the parts the hol nl cow-.rs the green globe of the lamp and thc bell is still. Upon opening the supply pipe w and admit- 12D ting air into the lower end o the cylinder w, the pis- I ton w* is raised, thvrcby operating the bell and uncovering the lamp globe and 'warning the engineer that thc mutiomry semaphore hns been set against on account 'of anothvr train being suicicntly near ahead 125 of him and requiring the exetcise'o caution in cor.- tinuing the progress of his train.

3 X represents the cautionary valve in the supply pi e w which is shifted by thc cautionary tri -arxn 4for operating the audible andvisual signals W, Wl. 180

alms...

soaps? 5 This valve may be variously constructed but preferably has le. rotary plug Xl upon the stem x oi which the upper end of the cautionary trip arm C is loosely' hung. The latter is free to swing forwardly on the stem :t so that no harm is dono when this arm strikes the cautionary trip bar E during the backward movement of the train but when this arm strikes said bar during the forward movement of the train and is deliet-ted upwardly the plug of the cautionary valve .1: is compelled to turn with said arm by a stop :cl secured to the valve stem :c in position to be engaged by said larm, thereby opening `the cautionary valve and its supply pipe and causing the audible and visual signals W W to be operated.

For the purpose of closing the cautionary valve and restoring its trip arm to its normal position after these parts have been shifted by the triplbar the following means are provided :-'Y represents a restoring cylinder having its operativo end connected by n pipe y and other pipes with the air reservoir, y* a piston arranged on the cylinder and provided with a piston rod y, and y s rock arm connected at ono end with the plug X oi the cautionary valve while its opposite end is loosely connected with tho piston rod y, as shown in Figs. 1 and 10. y* is a restoring valve which is arranged in the pipo y and which is constructed like the restoring valve o shown in Fig. 11, so thnt-air may be conducted from the reservoir to the cylinder y for moving its piston in the direction to close the cautionary valve or the passage oi air from this reservoir to said cylinder may be cut oii and the latter connected with the atmosphers so ss to reduce the resistance which is offered this piston when the same is shifted by the cautionary trip arm in opening the cautionary valve.

li it is desired to cut ont the cautionary signal mechsnism snd also the whistle u this can be done by closing a hand valve y* arranged in the supply pipe u between these devices and the main air reservoir, as shown in Figs. l and 10.

ln the actual installation oi this signaling and propulsion controlling mechanism on a train it is preferable to place somo parts on the locomotive and others on the tender and to permit oi this the rigid pipe sections on the locomotive and tender are connected by flexible sections s, as shown in Fig. l.

ln Figs. 2 and i0 the connection between the restoring arms 0, y and the rods o, yi oi the pistons ol y which operate them is effected by passing the ends oi these arms loosely through slots z' in mid rods. li desired a gear segment. s may be employed in place oi each of the arms o y and engaged with u gear rack z on each oi the pistons o" yl, as shown in Fig. i8.

In adapting my improved signaling und propulsion controlling mechanism to electrically propelled cnrs, trains or locomotives, as shown in Fig. lll, the yoke q is connected with the movubhl member or contact. z ni an electric switch z" which controls the lnotor oi tho train so that when the nir is admitted into tlnI cylinder Q tho movable switch contact. z* will be disongaged from the iixed contact| s thereby opening the switch und stopping the further supply ol current. to the motor.

I claim as my invention:

l. A ssisty mechanism for rnilwsy trains, comprising a trip nrm arranged nn ths locomotive nr connscthnr port.

a horizontal trip bar arranged at right angles to the raiiway and movable transversely thereto into and out of the path of the trip nrm, und a yerticnily swinging rock arm supporting suid trip bur, substnntlnlly us set forth.

2. A safety mechanism for railway cnrs comprising a trip nrm arranged on the locomotive or connecting part, n trip har movable into und out of the puth of said arm, a vertically rocking4 link supporting the front end of said bur, and an elbow lever supporting the front end of the sume. substantially as set forth.

3. A safety mechanism for railway cnrs comprising a trip arm arranged on the locomotive or connecting part, u trip bnr movable into und out of the path ot' snid nrm, a vertically rocking link supporting the front end of suid bar, an elbow lover having ono nrm connected with snid bar, a housing incloslng snid bnr. link und lever, n post rising from said housing. u semaphore mounted on suld post, and a rod connecting suld semaphore with other nrm of suid elbow lever. substantially as set forth.

4. A safety mechanism for rullwuy trains comprising n trip arm arranged on the locomotive or connecting purt. u housing arranged adjacent to the road bed und provided with an opening in its front end, u trip bur arranged on snld housing und movnble through snid opening into nml out of the pnth of sold trip nrm und n door opernl'im: to close said opening nutomnticully. snbstnntlnlly ns set forth. l

5. A safety mechnnlsm for ruliuuy trnins comprlsiny.,r n trip nrm arranged on the locomotive or connecting port, n trip har arranged niong the rond bed und movable into und ont of the path of' the trip arm, und un electrical signni which is operated by un outwnrd movement of snid bur. substantially as set forth.

0. A safety mechanism for rniiwuy trains comprising a trip nrm arranged on the locomotive or connecting purt. n trip bar arranged along the rond bed und movable into und out of the putb of the trip nrm, and nn electrical signal which is operated by the inward movement of said bar, substantially ns sot forth.

7. A safety mechanism for railway trains comprising a trip nrm arranged on the locomotive or connecting port, a trip bar arranged along the rond bed und movable into and out of the path of the trip nrm and two electrical signais one of which is operated by the outward und the other by the inward movement of said bar, substantially as set forth.

8. A. safety mechanism for railway trains comprising a trip arm arranged on the locomotive or connecting part, n trip bur nrrnngednlong the rond bud und movable into und out of the pnth of the trip nrm, n rocking link connectedwith snld bnr, two electric signals nrrnnged ln sepuruto circuits having switch contacts arranged on opposite sides of snld lilik, und n switch bnr nrrungod on snld link und adapted to ongngo with the contuets on either side of tho suino for closing oithor of suld circuits und operating the corresponding signni, substuntinlly us set forth.

il. A safety mecimnlsln for rnllwny trnins comprising two trip arms which nro arranged on u locomotive or connecting part in different positions nml one of which is' opY elailvoly connected with the propulsion controlling dovlces while the other is connected with tho signaling devices, und two trip bnrs urrnnged in dill'crent positions nlong tho rond bed und euch ndnplcd l o bo moved inlo nud out of tho polli of one oi' suid trip nrms. snbstnntlnlly ns sut forth.

l0. A sniety mechanism for ruilwuy trnlns comprising two trip arms which nre nrrungod ln diil'orent positions transversely on n locomotive or connecting purt und one of which is opernlively connected with tho propulsion controlling mechanism willie tho other is operulivoly connected with the slxnullnu meclmnlsm. the inner trip nrm oxtondlng with its ond beyond the und ol tho onlur lrlp nrm. und two trip ino-s nrrnnged nt dlil'eront lioigbls nlong tho rond bed. the upper bnr bulng mornble into und ont ol' tho pnth of tho outer trip nrm und lilo lower bur boing movnble beyond the oppor bnr into nml out oi' the polli ol the inner trip nrm, substantially ns sot i'ortb.

il. A safety mechanism for rnllwny trnlns comprising un nir pipe forming port ol the nir brnko mechanism. n volvo arranged in unid nir pipo und imvlng n movnhls coni'ii) Iwith said member. and n power cylinder ami piston oporntrolling member, and a trip arm coupled with said member l so as to be free te move independent thereof in one direction but compels said member to move therewith in the opposite direction, substantially as set forth.

12. A safety mechanism for railway trains comprising an air pipe forming part of the air brake mechanism. a valve arranged in said air pipe and having a rotary plug. a trip arm plvoted loosely on said plug, and n. stop secured to said plug in position to be engaged by said arm and compel the plug to turn with the arm upon rotating the latter in one direction but permitting said arm to rotate in the opposite direction independent of said plug, sub staatially as set forth.

13. A safety mechanism for railway trains comprising an air pipe forming part of the sir brake mechanism, a valve arranged in said air pipe. a trip arniconneeted with the controlling member of said valve and having its free end beveled and a trip bar arranged along the road bed and adapted to engage with the beveled part of said arm. substantially as set forth.

14. A safety mechanism for railway trains comprisin-g i an air pipe forming part of the air hrakemechanism, a i valve arranged in said air pipe and iiaving a rotary plug. i n trip arm connected with said ping. u brake disk coni nected with said plug, and a brake band applied io said disk. substantially as set forth.

1li. A safety mechanism for railway trains comprising an air pipe forming part of the air brake mechanism. n valve arranged in said air pipe and having a rotary ping, a trip arm connected with siild plug., a inake disk connected with said ping, a brake hand applied to said disk, and means for tightening said band on said disk. substantially as set forth.

10. A safety mechanism for railway trains comprising sn sir pipo forming part of the air brake mechanism, n valve arranged in said air pipe and having a rotary ping, s trip arm connected with said ping, a brake disk connected with said ping. a brake band applied to said disk. and means for tightening said hand on said disk compris` ing a power cylinder. and a piston arranged on said cylinder and connected with said brake band. substantially as set forth.

17. A safety mechanism for railway trains comprising sn air pipe forming part of the air brake mechanism. a valve arranged on said air pipe and having a rotary plug, a trip arm connected with said plug, a brake disk connected with said plug, n brake hand applied to said disk i and having one end secured to a ilxed support. a lever havl ing one of its arms secured to the other end of said hand. a piston connected with the other arm of said lever, a cylA inde'r containing said piston. and a pressure nicdinni supply connected with the working end of sold cylinder, substaiitialiy as set forth.

is. A safely mechanism for railway trains comprising sn nir pipe forming part of tlin nir brake inecliniiislii. u valve arranged in said pipo and having ii niovnhle closure member. s cam-operatively connected with said member. and a trip srin connected with said cam. substantially as set forth.

19. A safety mechanism for railway trains comprising an air pipe forming part of the iiir brake mechanism. a valve arranged in said pipo. and having n iaovabio closure member, a rock shaft. n trip arm cnniiecicd willi siiid siiai'i. a csin turning with said shaft and operatively connected tively connected with said shaft. substantially as sat forth.

2U. A safely mechanism for railway trniiis coiiiprisliig an air pipe forniinit parl of the nir brake mechanism. n valve arranged in said pipo and having ii sliding closnro nienihcr. n shifting rod connccled with said member. a rocking cnin operatively connected with said rod. n rock i shaft supporting said cuni, n trip iiriii mounted on said shaft, n restoring iirni connected with said siuifl. a piston having ii rod which is connected with said restoring urni and ii power cylinder containing said pistou. siihslniitiaiiy as sot forth.

21. A safety mechanism for railway trains comprising an air pipo forming part of the air brake mechanism, u valve arranged in said pipe and having a sliding closure member, a shifting rod connected with said member. a

rocking cam operatively connected with said rod. a rock shaft supporting said cam. a trip arni iiioiinlcd on said siiiiit. u restoring arm connected willi said siini'l. a piston having a rod which is connected with `said rcstoring iii-ni. a power cylinder containing said piston. a compressed air supply reservoir connected with said cylinder by a supply pipe, and a valve arranged in said supply pipe and con siructed to connect the reservoir with said cylinder in ont` position of the vnlvc. and to connect the cylindcr willi thc atmosphere iii iindtlicr position oi' the valve. substantially as set forth.

A safely mechanism i'or riiliway trains comprising an air pipe forming part of the air brake mechanism. a vnivc arranged in said pipe and iniving u movable nicnihcr a shifting device for said valvc. and a' regis-ici' ronncclcd willi said moviihlc meinlicr suhsliintially as not i'orlli.

2li. A snicly mcciinnisni ior i'nilwny trains comprising un air pipe forming parl nl' ihc nir luultc nicciiunisiii. n vnlvc arranged iii `nid plpc and having..r n sliding closure iiicnibcr. n rmi connccicii with said nicmiicr. u sliii'liiig mechanism conncctcd with said rod. u register provided with nii ncliiiilini.: ni'in, und un ciiiow lcvcr having one oi` its nrnis couucclcii hy u rod willi suid nclunling arm wliilc ils oliier urm is provided with u sloi which rcccivcs n pin on said rod. sulmlnnllnlly as sci loi'iii,

24. A safety mccliniiism for railway lralns comprising n brake mechanism. n lriick sander having u hopper providcii with iin outlcl. n vaivc for closing said outlet, 1i ci'iiiik siiiii't linvlng lis crunk connected willi snld vaivc ami having a rock nriii, n whistle liiivliig supply pipe. n vnlvc arranged in said supply pipe nud luiving n rotary plllg provided with iin arm. n rock shaft. a rock iirin on said rock shaft connuclcd with the rock arm oi said crank shaft, n rock lever having one of ils arms connected with the iiriii of said whistle valve arni` a power piston having its rod connected with the other arm of said rock lever. and n power cylinder containing said piston, substantially as set forth.

25. A snfctymechanism for railway trains comprising n throttle "iiive which controls the stcnni to the engine. n hand lever connccled with said valve, a spring pressed locking holt niounlcd on said hund lever. a releasing lever plvotcil on said luiiid lever and having one firm coniiccted with said boli, n yoke having n slot which rccclvcs said hund lcvcr und thc other arni ol' said releasing lcvcr. n piston connected willi said yoke. nml ii power cylinder containing said piston. substantially as set forth,

2li. A snicly mechanism for railway trains comprising a propulsion controlling dcvicc. an air motor connected iviih said propulsion coulrolilng device. n compressed nir supply pipo for said motor. nml moans for conlroiling tiic iiow oi nii' from said supply pip(` lo .-oild nir motor coiislsting of n ciiniuhcr conncclod iii its i'i'onl cud willi the niil simply pipo. an ouilci pori uri-angoli ln lho roiii ond of said cluinihcr nml conucclcd wiiii`snid niil moior. nn auxiliary rcscrrolr conm-cicli with lho roar pnil ol siild oiniuilicr. n valve arranged lu liu rciir pui't ol' said chambcr null controlling siiid onllct port. nml a piston liiiving n lonkiigc groove or pnssngu arranged in ilio front puri of siild cliniiihcr nml conncctcd with suiii rnlvc. substantially as set i'orlli.

'.'T. A snicly mocimnisni for riiiiwny linins comprising propulsion cniiiruiling dcvico und nii' moior coniicclod willi said propulsion controlling and signaling dcvicc. u compressed nir supply pipiI iiul said motor. und nicnas for controlling lim llow ol' niil from sulil supply pipo lo said niil iiioior consisllng oi n cluimhcr conncclcil nl ils froul cmi willi ilnl nir supply pipo, au oulloi port. nrinngcd in lilo rcnr ond oi' suld ciuiiniioi uml conncclod willi suid iiii molor. an auxiliary rcscrvolr como-clad willi lho i'cur pari ol said cluuuhor, n vnivc arranged in iho roar purl ol said ciinmhcr nml conlroiling sold onllcl pori, nml n piston having n icnloigo groove or pussngo urrnngcd in iin` front pnrt of unid clmmhcr and couuccluii willi snld vulve. substantially ns sci loi-lh.

2H. A safety mccluinlsiu for ruiiwny irnlns comprising n niniii nir pipc. n propulsion controlling device. a branch pipo connccllng the niniii pipe with said propulsion controlling device, nml n cut-out viilvc arranged in said branch pipe, substantially iis sel forlli.

lli)

ilili ibi) 29. A safety mechanism for railway trains comprising a main air pipe, a propulsion controlling device, a branch pipe connecting the main pipe with said propulsion con- 31. A safety mechanism for railway trains compi-Ising n main air pipe, a propulsion controlling device, a branch pipe connecting the main pipe with said propulsion controlling device, a whistle having a supply pipe, and a cntontvvalve having its rotary ping provided with ports adapted to open and close said branch pipe and said whistle supply pipe alternately, substantially as set forth.

32.4 A safety mechanism for railway trains comprising amain air pipe. a propulsion controlling mechanism, a branch pipe connecting the main air pipe with said propulsion controlling mechanism, un automatic valve arranged in said branch' pipe, a register operatively connected with said automatic valve, 1 manual cut-out valve arranged in said branch pipe, and a register operatively connected with laid cutout valve, substantially as set forth. A

33. A safety mechanism for railway trains comprising a main air'" pipe, a propulsion controlling mechanism, a branch pipe connecting the main air pipe with said propulsion controlling mechanism an automatic valve arranged in s ald branch pipe, and a manual regulating valve arranged in said branch pipe, substantially as set forth.

34. A sa'fety mechanism for railway trains comprising an all` pipe, n valve arranged in said pipe, a trip arm connected with said valve, an air motor connected with said pipe. a lamp and a movable hood tor inclosing said lamp operatively connected with Ysaid motor, substantially as set forth.

155. A safety mechanism for railway trains comprising an air pipe, a valve arranged in said pipe, a trip arm connected with said valve, a cylinder connected with said pipe, a piston arranged in said cylinder and having a rod, a lamp, a hood inciosing said lamp and connected with said rod, and a bell having an actuating arm which is operatively engaged by said rod, substantialiy as set forth` 3G. A safety mechanism for railway trains comprising an air pipe, an automatic valve arranged in said pipe and having a rotary plug. an arm connected with said plug, a restoring cylinder. and a piston arranged in said cylinder and having a rod which is connected with said arm; substantially as set forth.

Witness my hand this 17th day of May, 1906.

JAMES DOYLE.

Witnesses:

Tano. L. POP?, RUTH Tennant.. 

